Beyond braking.
The whole machine.

Load at launch.
Air braking at speed.

Keep ordinary rolling wheels and steering. Use body suction for launch grip and dedicated upward passages for braking. No moving wheel-collapse benefit is credited.

Protect braking power.

A 200 kJ usable auxiliary-store target supports the revised pressure system. An optional separate 1 MJ traction store supplies a short 200 kW pulse; it cannot spend the braking reserve.

Use cold where it helps.

Keep useful component cooling and the N₂ expander on an accountable thermal path. The freezing-pressure branch can precharge an accumulator slowly for a short actuator pulse.

Compare mass and shape targets.

This selector uses launch suction and the same fitted engine envelope, with no traction pulse. It exposes the cases that lose performance as mass or drag rises. The headline future case additionally uses the separate 1 MJ traction pulse.

Energy carries through the run.

Auxiliary energy remains after the combined future run. The precharged traction store delivers 1 MJ, then wheel regeneration stores up to 1 MJ during braking. Recovery replaces part of the already limited wheel-braking work; it is never added as a second braking force.

Initial traction energy is an input. Fuel/engine work, drag and heat remain in the balance. This is recovery of finite vehicle kinetic energy.

Overhead clearance

Maximum height at the 80° parked opening. The motion reaches about 2.53 m total width during the swing. The sill is 600 mm high over the duct: human ingress and step/handhold design still need a full-scale mock-up.

Each door / mass screen

Nominal 4 mm composite panel plus a 2 kg hardware allowance. Two doors need about 307 J of opening energy at the assumed actuation efficiency. Wind substantially increases cylinder load.

Four upward outlets

Four circular outlet bores share the original air stream in braking. Their voids intersect the main flow volume; the candidate branches have zero solid overlap with the cabin, static tyres or tested door poses.

The “empty area” idea becomes a pressure gradient.

Cooling a fixed, sealed gas volume lowers its pressure. Opening a flow path then admits surrounding air until the gradient relaxes. Maintaining the gradient requires continued cooling, a pressure source or another finite store. The measurable quantities are pressure, temperature, mass flow, force and heat.

Sealed chamber: p = m R T / V
Open path:     ṁ = ρ A u
Net axial F:   ṁ(uₑ cosθ − V) + Aₑ(pₑ − pₐ)cosθ
Downward F:    [ṁuₑ + Aₑ(pₑ − pₐ)]sinθ

A perfectly lossless unpowered straight duct returns zero net axial force in the limiting-case check. Useful body-shape changes must reduce the complete external-plus-internal resistance.

Downforce from the upward branch.

One stream, one rotor, one selected outlet route. Additional corner-force control and the interaction with the rear wing are not resolved by the 1D model.

Charge slowly. Release a short pulse.

The pressure-dependent full water cycle is retained. At the 20 MPa analytical point, roughly 0.193 kg of cycling water can charge a 307 J actuator pulse after the assumed storage loss. Charging over 120 seconds requires about 539 W of cold duty, rather than trying to complete the thermal event during the three-second door motion.

The accumulator screen gives about 87 mL gas precharge volume under the specified 80/120/200 bar polytropic reference. This is a pressure-rated component requirement, not a fabricated vessel design. Direct electro-hydraulics remains the primary actuator path.

Phase boundaries and the complete-cycle accounting use IAPWS water/ice relations. Water is reset through a melt/freeze cycle; cold and melt heat are both charged to the ledger.

A measurable low-speed force demonstrator.

The original long-range collision claim does not follow from the field model. A useful first test is narrower: two aligned 0.30 kg carts approaching at 0.10 m/s each, with cooperative 100-turn, 5 A coils of 40 mm mean radius. The filament model turns them around at about 49 mm centre separation.

Both coils dissipate about 43 W together while energised. Driver/field exchange must also be measured. A mechanical bumper remains the terminal load path. Finite winding size, alignment and current control must be tested before translating this target into real behaviour.

Circuit accounting follows mutual-inductance and field-energy relations, as explained in MIT’s inductance and magnetic-energy notes. There is no general arbitrary-object repulsion or established collision-reduction percentage.

Predicted flow signal

At a 10 m/s bench stream and assumed UA of 8 W/K, the warm and cold targets are about 14.50 and 14.72 g/s. This is an instrument-sizing prediction, not data.

Cold duty

A one-kilogram ice inventory has about 45 minutes of ideal latent-heat capacity at this duty, before heat leaks and other loads. The bench consumes cold.

Predefined analysis

Randomise AB/BA order. Match drive head within 0.2 Pa and inlet temperature within 0.3 K. Target roughly 0.2% per-run standard flow uncertainty before other uncertainty contributions.

Ducts and body

New, traceable composite stock for low mass; metallic hardpoints and suitable liners around motors, heat exchangers and attachments. Surface finish and joint steps become inspection requirements. No aerodynamic gain is assigned just for using carbon fibre.

Seals and contact

Use replaceable, compliant seal sectors with wear shoes. Test candidate elastomers and engineering polymers for leakage, ice/water ingestion, wear and heat. The skirt controls pressure; ordinary premium road tyres retain grip, braking and steering.

Power and pressure

Specify fans by their installed pressure/flow/power map, stores by usable pulse energy and current, and actuators by measured loads and response. Pressure components need their appropriate ratings and traceability. Mass targets remain open until the bill of materials closes.

What this revision verifies

• Mass, air/N₂ energy, entropy and heat-section momentum checks in the operating-point model.
• A zero-force ideal straight-duct limit and recovery of the prior zero-Cp fan map.
• Exact CAD intersections, entry-gauge checks and continuous door sweep bounds.
• Finite electrical, nitrogen and heat inventories, including rejected reserve strategies.
• Time-step/speed-step convergence, acceleration work balance and non-duplicated regeneration work.

What these checks do not establish

• The actual installed fan, exchanger, seal, selector or turbine performance.
• The new body’s whole-vehicle drag or high-speed moving-road pressure field.
• Vehicle stability, crashworthiness, emergency egress, tyre/brake thermal limits or certified top speed.
• A net energy source, universal magnetic anti-collision function or an independently validated performance advantage.